Direction signal switch



1941- "r. w. THIRLWELL 2, ,225

DIRECTION SIGNAL SWITCH Filed March 14, 1941 2 Sheets-Sheet 1 w?? 5 I (53 M INVENTOR Nov. 25, 1941. w I 'LW LL 2,264,225

DIRECTION SIGNAL SWITCH Filed March 14, 1941 2 Sheets-Sheet 2 INVENYOR ATTORNEYS Patented Nov. 25, 1941 UNITED STATES PATENT OFFICE DIRECTION SIGNAL SWITCH Thomas W. Thirlwell, Mount Vernon, Ohio Application March 14, 1941, Serial No. 383,429

4 Claims.

My invention relates to signalling devices for automotive vehicles, and has among its objects and advantages the provision of an improved direction signal switch.

An object of my invention is to provide a direction signal switch which is manually controlled for the purpose of selectively closing the circuits of the right and left signal lamps, in which the switch is semi-automatic in that the switch lever is automatically returned to its neutral position as an incident to turning of the steering wheel when bringing the vehicle into the straightaway, and in which the switch embodies a relatively simple and eflicient structure so designed as to be readily incorporated in the steering post and wheel structure of present day vehicles.

In the accompanying drawings:

Figure 1 is a fragmentary view of a steering column and its steering wheel illustrating my invention applied thereto;

Figure 2 is a sectional view taken along the line 2--2 of Figure 1;

Figure 3 is a sectional view along the line 33 of Figure 1;

Figure 4 is a view illustrating the switch in one of its signalling positions;

Figure 5 is a sectional view along the line 55 of Figure 2;

Figure 6 is a perspective view illustrating the switch parts separated one from the other for the purpose of illustration;

Figure 7 is an enlarged sectional view taken along the line l-l of Figure 3;

Figure 8 is a sectional view along the line 3-3 of Figure 4;

Figure 9 is a sectional view taken along the line 3-3 of Figure 8; and

Figure 10 is a diagrammatic view illustrating the action of the signal switch in conjunction with the electric circuit controlled thereby.

In the embodiment selected to illustrate my invention, Fig. 1 illustrates a conventional steering column 20 wherein the steering rod 2| is housed inside the relatively fixed tube 22 and rotated through the medium of the steering wheel 23 having its hub 24 fixedly connected with the rod. Associated with the steering column 22 is a gearshift rod 25 of tubular formation and operatively connected with the gearshift lever 26 located in close proximity to the steering wheel 23. The structure so far described is old and well known in the art and need not be explained in further detail.

Tube 22 is flared at 21 and the flare terminates in a flange 23 which extends partly inside the recess 23 in the hub 24. To the flange 23 is secured a mount 30 of insulating material, which mount is in the nature of a segmental washer having its outer peripheral face fitting snugly against the inner face of the flange 23 and its inner peripheral face characterized by a radius of considerably greater extent than the radius of the steering rod 2|, so that the mount is clear of the steering rod. The mount is also located slightly beneath the hub 24 so as to be clear of both the rod and the hub. Two lugs 3i extend inwardly from the inner face of the flange 28 and engage the bottom face of the mount 30 with the mount provided with openings for the reception of screws 32 threaded into the lugs 3| for fixedly securing the mount.

To the mount 30 is pivotally connected a switch lever 33 having a grip 34 located between the gearshift lever 26 and the steering wheel 23 when viewed according to Fig. 1. Lever 33 is arranged at right angles to the steering rod 2| and lies against the upper face of the mount 30, the flange 28 being cut away at 35 to provide accommodation for the lever. In Figs. 1 and 6, a pin 36 extends through the mount 30 and has a flange 31 lying flush with the upper face of the mount, and the end 38 of the pin extends through an opening 39 in the end of the lever 33, see Fig. 6. Fig. 1 illustrates the pin 33 as being riveted at 40 which connects the lever with the pin but permits relative pivotal movement of the lever about the pin as an axis.

Fig. 2 illustrates the lever 33 in its neutral position, at which time the lever is yieldingly latched against pivotal movement by a latch ball 4|, see Fig. 5, which is partially receivable in the bore 42 in the lever 33. A tube 43 is pressed into a bore 44 in the mount 30 and a compression spring 45 is interposed betweenthe ball 4| and the bottom 46 of the tube for yieldingly pressing the ball into latching engagement with the lever 33. The tube 43 is slightly constricted at 41 to hold the ball assembled with the tube 43.

Movement of the lever 33 in a counter-clockwise direction when viewing Fig. 2 a predetermined distance for closing the signal indicating a left turn brings the lever into latched engagement with a spring-pressed ball 43, see Fig. 5, identical with the ball 4i and its mounting. Similarly, pivotal movement of the lever 33 of Fig. 2 in a clockwise direction a predetermined distance to close the circuit through the right turn indicating lamp brings the lever into latched engagement witha spring-pressed ball 43, see Fig. 5, identical with the ball 4| and its mounting.

To the lower end of the pin 33, see Figs. 1, 3 and 6, is riveted a conductor strip 53 provided with a perforation for the reception of one end of a circuit wire 3| made secure by solder 32. see Fig. 1. Wire 5| is connected with a source of current such as the battery 53 of Fig. 10. Thus the lever 33 is electrically connected with the battery 53.

Battery 33 of Fig. is grounded at 34 and the left turn and right turn lamps 33 and 53, respectively, are grounded at 31. Lamp 55 is electrically connected with a terminal 33 through the medium of a wire 33, and the terminal 33 is engageable by the lever 33 when pivoted in a counter-clockwise direction Cor closing the circuit through the lamp 33. A wire 33 electrically connects the lamp 33 with a terminal 3| engageable by the lever 33 when pivoted in a clockwise direction for closing the circuit through the lamp 53.

Referring to Figs. 3 and 7, the wire 53 is secured to a sleeve 32 secured in an opening 33 in the mount 33. The sleeve has its ends expanded to provide flanges 34 to hold the sleeve in place. Between one of the flanges and the bottom face of the mount 33 is secured a resilient conductor strip 35 which bears against the head 33 of the terminal 53. Fig. 7 illustrates the normal position of the terminal, at which time its rounded end 31 projects slightly above the upper face of the mount 33. Head 33 engages the bottom face of the mount to prevent the terminal from being pushed upwardly beyond the position illustrated, but the terminal is slidably guided in a bore 33 in the mount 33 so that the terminal may be depressed to the dotted line position of Fig. '7 when the lever 33 is moved to its position for closing the circuit through the left turn lamp 55. The rounded end 31 acts on the lever 33 to cam the terminal 53 downwardly flush with the upper face of the mount 33. With the lever 33 engaging the terminal 53, the latch ball 43 yieldingly holds the lever 33 in its circuit closing position so as to restrain the lever from accidental displacement. K

Wire 33 is also connected with a resilient conductor strip 33, see Figs. 3 and 6, which is identical with the conductor strip 35 and acts on the terminal 3| for resiliently holding it in the path or the lever 33. The flanges 64 at the upper ends of the sleeve 62 lie in recesses 13 so as to lie clear of the lever 33 to the end that the latter might pivot in slidable engagement with the mount 33.

While the lever 33 is manually actuated for signal circuit closing purposes, a lever return is provided for pivoting the lever to its neutral position as an incident to turning of the steering wheel as the vehicle is brought into the straightaway through reverse rotation of the steering wheel. The lever return comprises a T-shaped member 1 I, the ear 12 of which is pivotally connected with a bracket 13 fixedly secured to the mount 33 by screws 14. The pivotal connection between the T-shaped member 1| and the bracket 13 comprises a rivet 15, best illustrated in Fig. 1. To the lever 33 and between the openings 33 and 42, see Fig. 6, is riveted a post 13 having its end 11 engaging the bottom face of the T-member 1|, the latter paralleling the lever 33 when viewed according to Fig. 1. While the T-member may be pivoted about the axis of the rivet 15, the member is held against the bracket 13 and also rests on the end 11 of the post 13 so as to be restrained from oscillation in a vertical plane.

The upper end of the post 13 is reduced in diass-1,225

ameter to provide a pin 13 extending into a slot 13 in the T-member 1|. Fig. 2 illustrates the normal position of the T-member II in the neutral position of the lever 33 and Fig. 4 illustrates the position of the T-member when the lever 33 is pivoted to its circuit closing position with respect to the left turn light 33. Movement of the lever 33 to either of its extreme positions brings the lever into engagement with one of the walls 33, which stops further pivotal movement of the lever. Thus the latch balls 43 and 43 yieldingly latch the lever 33 in its respective signalling positions while the walls 33 act as stops to prevent the lever from being pivoted to positions beyond latching relationship with the respective latch balls. Thus the operator may pivot the lever 33 in either direction as far as it will go and the latch balls then are brought into play to yieldingly latch the lever in its respective positions. This feature makes for certainty in that the operator need not determine the circuit closing positions of the lever 33 by the sense of touch alone, as by moving the lever to a position where it is yieldingly latched against further pivotal movement.

To the ends of the arms 3| of the T-member H are mounted detents 32. The detents are formed of sheet metal bent to provide flanges 33 spaced to receive the arms 3| therebetween, which flanges are interconnected by bights 34 which normally engage the flat ends 35 of the arms 3|, as illustrated in Fig. 9 which illustrates a portion of one of the detents. Both detents are identical in construction and operation so that the description of one will apply to both. Each detent is pivotally connected with its respective arm 3| by a pin 33. A spring 31 is convoluted upon each pin 33, see Fig. 8, and one end of the spring has a hook 33 connected with one of the flanges 33 and its other end bent to provide a pin 33 inserted in an opening 33 in its respective arm 3|. The springs 31 pivot the detents 32 in the direction of the arrows 3| and yieldingly hold the detents in abutting engagement with the flat ends 35 on the arms 3|. Both detents are thus restrained from pivotal movement in the direction of the arrows 3| beyond the positions where their respective bights 34 engage the flat ends 35.

Depending from the hub 24 and located in the recess 23 thereof is a boss 32 of insulating materlal and concentrically arranged on the steering rod 2| and provided with two lugs 33 spaced apart for coaction with the detents 32 for returning the lever 33 to its neutral position after a turn has been completed in either direction. One detent 32 is provided with a roller 34 which takes a position in the path of the lugs 33 when the lever 33 is shifted for illuminating the right turn lamp 53, while the other detent 32 is provided with a roller 35 which takes a position in the path of the lugs when the lever is pivoted for energizing the left turn signal lamp. Fig. 4 illustrates the left turn signalling position of the lever 33 and Fig. 2 illustrates the normal positions of the rollers 34 and 35 which permits rotation of the lugs 33 with the steering wheel without interfering engagement with either of the rollers 34 or 35.

Referring to Fig. 4, with the lever 33 pivoted to the position illustrated for the purpose of indicating an intended left turn, the T-member H is pivoted in a clockwise direction about the rivet 15 as an axis which swing; the roller 35 into the path of the lugs 33. A; the steering wheel is rotated in a counts-clockwise direction for left turn purposes, one or both lugs 93 may be brought into engagement with the roller 95. In view of the fact that the detent which carries the roller 95 may pivot reversely of the arrow 9|, the detent yields when engaged by a lug 93 to permit continued rotation of the steering wheel. As the vehicle is being brought into the straightaway, reverse rotation of the steering wheel brings a lug 93 into engagement with the roller 95, but travelling in a clockwise direction, so that the T-member II is pivoted in a counterclockwise direction to its normal position of Fig. 2. Such counter-clockwise rotation of the T-member pivots the lever 33 to its normal position by reason of the pin 18 which extends into the slot IS in the T-member. The detent 82 which carries the roller 94 operates identically with the detent carrying the roller 95 with the exception that it is reversed with respect to pivotal freedom so as to act on the T-member H for returning the lever 33 to its normal position upon completion of a right turn.

Threaded openings 88 are provided in the mount 30, see Fig. 6, for the reception of the bolts 14 of Fig. 5. Openings 9! are also provided in the mount for the screws 32 which are threaded into the lugs I I Without further elaboration, the foregoing will so fully illustrate my invention that others may,

by applying current knowledge, readily adapt the same for use under various conditions of service.

I claim: 1. A direction signal switch for automotive vehicles'having a steering column, a steering shaft and left and right turn signal circuits, comprising an insulated mount fixedly secured to said column; left turn and right turn terminals carried by said mount and each electrically connected with one wire of the left and right turn circuits, respectively; a manually actuated switch lever pivoted on said mount and comprising a conductor electrically connected with a common wire of said left and right turn circuits and selectively movable into engagement with said left and right turn terminals for closing the respective left and right turn signal circuits; a bracket fixed to said mount: and means pivotally connected with said bracket and said lever and actuated through rotation of the steering shaft for moving said lever to its neutral position from either of its left or right turn terminal engaging positions as the vehicle is being brought into the straightaway.

2. A direction signal switch for automotive vehicles having a steering column, a steering shaft and left and right turn signal circuits, comprising a mount fixedly secured to said column; left turn and right turn terminals carried by said mount and each electrically connected with one wire of the left and right turn circuits, respectively: a manually actuated switch lever pivoted on said mount and comprising a conductor electrically connected with a common wire of said left and right turn circuits and selectively movable into engagement with said left and right turn terminals for closing the respective left and right turn signal circuits; a bracket secured to said mount; a member pivotally connected with said bracket and having a pivotal connection with said lever between the pivotal connection of the lever with said mount and the pivotal connection between said member and said bracket; detents yieldingly mounted on said member; and lug means rotatable with said steering shaft and acting on said detents to move said lever to a neutral position or from either of its left or right turn terminal engaging positions as the steering shaft is rotated to bring the vehicle into the straightaway.

3. A direction signal switch for automotive vehicles having a steering column, a steering shaft and left and right turn signal circuits, comprising a mount fixedly secured to said column; left turn and right turn terminals carried by said mount and each electrically connected with one wire of the left and right turn circuits, respectively; a manually actuated switch lever pivoted on said mount and comprising a conductor electrically connected with a common wire of said left and right turn circuits and selectively movable into engagement with said left and right turn terminals for closing the respective left and right turn signal circuits; a bracket secured to said mount; a member pivotally connected with said bracket and having a pivotal connection with said lever between the pivotal connection of the lever with said mount and the pivotal connection between said member and said bracket; detents yieldingly mounted on said member; and lug means rotatable with said steering shaft and acting on said detents to move said lever to aneutral position or from either of its leftor right turn terminal engaging positions as the steering shaft is rotated to bring the vehicle into the straightaway; said detents being 'clear of said lug in the neutral position of said lever and respectively yielding when engaged thereby in the respective left and right turn terminal engaging positions of the lever, while the vehicle is being moved into the turn, but nonyielding as the vehicle is being brought into the straightaway.

4. A direction signal switch for automotive vehicles having a steering column. a steering shaft and left and right turn signal circuits, comprising an insulated mount fixedly secured to said column; left turn and right turn terminals carried by said mount and each electrically connected with one wire of the left and right turn circuits, respectively; a manually actuated switch lever pivoted on said mount and comprising a conductor electrically connected with a common wire of said left and right turn circuits and selectively movable into engagement with said left and right turn terminals for closing the respective left and right turn signal circuits; and means pivotally mounted on said mount and pivotally connected with said lever and operatively connected with the steering shaft for moving the lever toits neutral position from its respective left and right turn terminal engaging positions as the vehicle is being brought into the straight- THOMAS W. THIRLWELL. 

